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(No Model.) 6 Sheets-Sheet 1.

J. N. KEMMERER.

STEAM ENGINE. Y i No. 473,844. A Patented Apr. 26, 1892.

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(No Model.)

J. N. KEMMERER.

. STEAM ENGINE.

No. 473,844. Patented Apr. 26, 1892.

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' J. N. KEMMERER.

STEAM ENGINE. No. 473,844. Patented Apr. 26, 1892.

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J. N. KEMMERER.`

STEAM ENGINE.

No. 473,844. Patented Apr. 2e, 1892.

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(No Model.)

J. N. KBMMERER. l STEAM ENGINE.

PatentedApr. 26, 1892.

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i v sheets-Sheet 6. J. N. KEMMERBR. STEAM ENGINE.

NQ. 473,844. PatentedApr. 26, 1892.

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Jb JV.' )iam/meren i By A TTOHNE YS UNITED STATES PATENT OEEI'CE.

JOHN N. KEMMERER, OF LOGAN TON, PENNSYLVANIA, ASSIGNOR OF THREE- FIFTHS TO JOHN MERER.

K. HEOKMAN, VILLIAM R. GOODMAN, AND JOSEPH KEM- STEAM-ENGINE.

SPECIFICATION forming part of Letters Patent N o. 473,844, dated April 26, 1892.

Application filed July 8, 1891.

To all wiz/0m t may concern,.-

Beit known that I, JOHN N. KEMMEEEE, of Loganton, in the county of Clinton and State of Pennsylvania, have invented a certain new and useful Improvement in Steam-Engines, of which the following' is a specicat-ion.

This invention is an improvement in steamengines, and seeks, among other improvements,to provide simple and novel mechanism whereby the power may be so applied to the crank-shaft as to overcome or avoid dead-centers and at the same time secure an increase of power; to provide improved throttle devices for use in connection with several steam-cylinders and steam-channels leading to the opposite ends thereof, so that steam may be admitted to the inner end of one cylinder and the outer end of the other, and vice versa; to provide improvements in the valvegear for operating and controlling the valves of the different cylinders, and to provide other improvements, as Will be hereinafter described.

The invention consists in certain features of construction and novel combinations of parts, as will be hereinafter described, and pointed out in the claims.

In the drawings, Figure lis a side elevation of the face of the engine. Fig. 2 is an elevation of the opposite side of the engine. Fig. 3 is a top plan view of the engine. Fig. 4. is an elevation of the cylinder end of the engine. Fig. 5 is an elevation of the crank-shaft end of the engine. Fig. 6 is a vertical section on about line 6 6 of Fig. 3 through the thrott1e-valve and its chest. Fig. 7 is a detail sectional view of one of the cylinder-chests and its valve. Fig. 8 is a detail sectional view above and looking down on the lever which yokes together the valve-stem slide-bars. Fig. 9 is a detail view illustrating the manner of connecting the levers with the shaft-crank.

The framing shown comprises a base-plate l, provided at one end with stands 2, having bearings 3 for the shaft i, the crank 5 of which preferably has its wrist 6 provided with the journaled blocks 7, on which the levers presently described iit and slide. At its other or front end the bed-plate supports the cylinders 8 and 9, which are preferably arranged one above the other and braced firmly together Serial No. 398.858. (No model.)

ment, as a variation therefrom would involve no departure from the broad invention.

The cylinders 8 and 9 have each two steamchests, those of the lower cylinder' being designated A8 and BS and those of the upper cylinder A9 and B9, the chests AS A9 being arranged at the front ends of their respective cylinders and the chests B8 B9 at the rear or inner ends thereof, as will be seen from the drawings. The steam-pipe ll leads to the throttle-valve chest 12, which has two outletportsmconnecting with the pipes or channels 13 and 14., and the throttle-valve l5 operates in said chest l2 and may be adj usted to open either the outlet-port to pipes 13 and 14 or to close both such outlets. By throwing the steam through pipes 13 or 14. the engine may be driven in one or the other direction. The throttle-valve is movable longitudinally in the chest over the ports to pipes 13 or 14. and is sufiiciently long to lit over and close both such ports or to be adjusted to open either one and close Jthe other, as may be desired. 8o This will be readily understood from Fig. 6. The throttle-lever 16 is connected by rod 17 with the valve 15 and engages the rack 18, having notches by which the lever may be held in intermediate position to close both 85 ports 13 and 11i, or in eitherits outer or inner position to open either of such ports, as desired. Thus by the same lever the throttlevalve may be operated to start or stop the engine and to cause the same to run in either 9o direction, and when` running to reverse its motion. The pipe 13 has branches leading to the steam-chests AB and B9 and the pipe ILL has branches leading to the chests Bgand A9. Thus it will be seen that steam may be ad 95 mitted by pipe 13 to the front end of chest S and the rear end of cylinder 9, or by pipe 14 to the front end of chest 9 and the rear end of cylinder 8. By this means it will be seen that steam may be admitted on one side of loo principles of my pipe 20. The front valve of the lower cylinder and the rear valve of the upper cylinder are connected by a bar 2l, and the front valve of the upper cylinder is connected with the rear valve of the lower cylinder by a bar 22, and the bars 2l 22 are connected by a rocking lever 23, which is pivoted centrally to a suitable support and connects at its opposite ends withthe bars 2l 22, as shown in Fig. S, so that the said-bars 2l 22 move alternately, one for* ward and the other hack, and vice versa. The

bar 2l is held at its upper and lower ends in guides 23, so that it may move bodily back and forth, while the bar 22 is perforated at 24 to receive guide-rods 25, so that the bar 22 is steadied' rmly in its backward and forward movement. its connectionwith'its operating-rod 26, which passes through an opening 27 in the said bar and is adj'us'tabiy secured thereto by a screw 2S.

` 29, supported in guides on the side of the intermediate frame 30, and such cross-head is alsoconnected by rod X with the strap of eccentric 3l on the shaft 4, so that such shaft operates through the intermediate connection sv described to properly operate the4 valves. TheV piston-rods 32v 33 of the lower and upper pistons connect with cross-heads 34 35 in the training, and such cross-heads connect by pitrnen 36 37 with the levers 38 39. The lever 3S is' pivoted at one end to the framing above the shaft 4, connects intermediate its ends by va sliding connection with the crank-wrists 6, and is connected at its lower or free end with the pitmen 36, by which the lever isA rocked. The lever 39 is similar to lever 38,but is pivoted at its lower end to the framing, connects intermediate its ends by a sliding connection with the crank-wrist, and is connected at its upper end with the pitman 39, by which it is rocked.

In effecting the sliding connection of the levers with the crank-wrist it is preferred to slotthe levers longitudinally at 40 and fit in said slots the blocks 7, which are journaled to rock on the crank-wrist and to slide in the slots of the levers. Manifestly the blocks may be omitted, or the levers might be arranged to slidethrough theblocks instead of the blocks sliding in the levers; but l prefer the construction shown and before described.

In operation the valves are so arranged that whilethe upper and lower cross-heads move forward and back at almost the same time one moves slightly in rear of the other,

inder will take steam.

The bar'21 is further steadied by Said rod 26 connects with a cross-head V so that just before the steam in one cylinder exhausts theother cylinder will take steam. Thus'it will be seen from yFigrl that the upper piston-rod is almost at the end of itSstrOke, or nearly at dead-center,but before the steam in the upper cylinder exhausts the lower cyl- This will be readily seen in Fig. l, and in Fig. 2 it will be seen that just before the lower cylinder-piston iinishes its stroke the upper cylinder will take steam.

lt will be understood that bythe described construction l not only avoid dead-centers, but l secure the increase of power resulting from the leverage in applying the power of the engine to the crank-shaft.

Having now described myinvention, what l claim is- 1. In an. engine, the combination, with? the shaft and its crank, of levers arranged side by side and-having a sliding connection between their ends withE said crank, one of said levers being pivotally secured at one side of the shaft and the other lever being pivotally secured at the opposite side of the shaft, and operating devices whereby to rock the said levers, substantially as s'etvforth.

2. ln an engine, the combination ot the shaft and its crank, the slotted levers arranged parallel and having a sliding connection with thecrank, one of said levers being pivotally secured at its upper end andv the other at its lower end, and the two cylinders whose pistons are connected with the free ends of such levers, all being arranged tooperate' substantially as and for the purposes fOlllh. n

8. ln an engine, the combination, with the shaft and its crank, of the levers arranged side by side and connected with said crank,

the steam-cylinders, the piston-rods connectedwith the said levers, the steam-inlet valves to said cylinder,and devices controllingthe-'s'ame, all arranged and adapted to operate substantially as described, whereby steam is admitted to each cylinder just pri-or' to the end of the stroke of the' piston in theother cylinder, all substantially as and for the purposes set forth.

4. An improved engine, substantially as described, provided with two cylinders, each having a steam-'chest at both ends and valves therein and provided with steam pipes or channels, one of such pipes or channels hav-V .ing branches leading to the frontfc'hest of one cylinder and the rear chest of the other and the other pipe or channel having branches connecting the other two chests, and devices whereby steamv may be admitted to either of said pipes or channels, all substantially as set forth.

5. In an engine, substantially as described, the combination of the steam-cylinders, chests at the opposite ends of each of said cylinders, valves in each of said chests, a bar connected with the front valve of one cylinder and the rear valve of the other cylinder, a bar con- IOO IIO

nected with the other two valves, a connection between said bars whereby the movement of one may effect the movement of the other, and operating mechanism by which to move one of such bars, all substantially as set forth.

6. In an engine, the combination of the two cylinders, each having1 chests at both ends, the valves in such chests, the two bars connected with the said valves, substantially as described, and a lever connected at its opposite ends with said bars and pivoted between said ends, substantially as set forth.

7. In an engine, substantially as described, the combination of two cylinders, each having a steam-chest at its frontand rear ends and steam pipes or channels, and controlling devices whereby steam may be supplied to pitman connecting such eccentric with the 3o cross-head, all substantially as set forth.

JOHN N. KEMMERER.

Witnesses:

P. B. TURPIN, B. W. ScHwENK. 

